Group items tagged

The statements of cooperation released separately by the United States and China do not include a promise by China to phase out its heavy use of coal, the dirtiest fossil fuel, or to stop permitting and building new coal plants

both countries agreed to “pursue efforts to triple renewable energy capacity globally by 2030.” That growth should reach levels high enough “so as to accelerate the substitution for coal, oil and gas generation,” the agreement says. Both countries anticipate “meaningful absolute power sector emission reduction” in this decade, it says. That appears to be the first time China has agreed to cut emissions in any part of its economy.

both countries agreed to “pursue efforts to triple renewable energy capacity globally by 2030.” That growth should reach levels high enough “so as to accelerate the substitution for coal, oil and gas generation,” the agreement says

Both countries anticipate “meaningful absolute power sector emission reduction” in this decade, it says

That appears to be the first time China has agreed to specific emissions targets in any part of its economy

As part of the deal, China agreed to set reduction targets for all greenhouse gas emissions. That is significant because the current Chinese climate goal addresses only carbon dioxide, leaving out methane, nitrous oxide and other gases that are acting as a blanket around the planet.

The United States and China also agreed that in the next set of climate pledges — which nations are supposed to put forward in 2025 — China will set emissions reduction targets across its economy. Its current pledge calls for carbon dioxide emissions to peak before 2030 but does not specify how high they might go before the curve begins to bend or specify by how much it might slash emissions.

Manish Bapna, president of the Natural Resources Defense Council, an environmental group, praised the U.S.-China agreement and called it “a foundation of ambition” ahead of the U.N. climate summit in Dubai.

One of the most fundamental problems with recycling is that we don’t really know how much of it actually happens because of an opaque global system that too often relies on measuring the material that arrives at the front door of the facility rather than what comes out

What we do know is that with plastics, at least, the amount being recycled is much less than most of us assumed.

According to the Environmental Protection Agency, two of the most commonly used plastics in America — PET (used in soda bottles) and HDPE (used in milk jugs, among other things) — are “widely recycled,” but the rate is really only about 30 percent

Other plastics, like soft wraps and films, sometimes called No. 4 plastics, are not widely accepted in curbside collections.

The E.P.A. estimates that just 2.7 percent of polypropylene — the hard plastic known as No. 5, used to make furniture and cleaning bottles — was reprocessed in 2018

Crunch the sums, and only around 10 percent of plastics in the United States is recycle

the landfill-happy United States is far worse at recycling than other major economies. According to the E.P.A., America’s national recycling rate, just 32 percent, is lower than Britain’s 44 percent, Germany’s 48 percent and South Korea’s 58 percent.

the scientific research over decades has repeatedly found that in almost all cases, recycling our waste materials has significant environmental benefits

We need clearer labeling of what is and is not actually recyclable and transparency around true recycling rates

Recycling steel, for example, saves 72 percent of the energy of producing new steel; it also cuts water use by 40 percent

Recycling a ton of aluminum requires only about 5 percent of the energy and saves almost nine tons of bauxite from being hauled from mines

Even anti-plastics campaigners agree that recycling plastics, like PET, is better for the climate than burning them — a likely outcome if recycling efforts were to be abandoned.

The economic perks are significant, too. Recycling creates as many as 50 jobs for every one created by sending waste to landfills; the E.P.A. estimates that recycling and reuse accounted for 681,000 jobs in the United States alone.

That’s even more true in the developing world, where waste pickers rely on recycling for income.

before we abandon recycling, we should first try to fix it

Companies should be phasing out products that can’t be recycled and designing more products that are easier to recycle and reuse rather than leaving sustainability to their marketing departments.

Lawmakers can help by passing new laws, as cities like Seattle and San Francisco have done, to help increase recycling rates and drive investment into the sector.

Governments can also ban or restrict many problematic plastics to reduce the amount of needless plastics in our everyday lives, for instance in food packaging

According to a 2015 analysis by scientists at the University of Southampton in England, recycling a majority of commonly tossed-out waste materials resulted in a net reduction in greenhouse gas emissions

Greater safety regulations are needed to reduce toxic chemical contents and microplastic pollution caused by the recycling process.

consumers can do their bit by buying recycled products (and buying less and reusing more).

Yes, recycling is broken, but abandon it too soon, and we risk going back to the system of decades past, in which we dumped and burned our garbage without care, in our relentless quest for more. Do that, and like the recycling symbol itself, we really will be going in circles.

The federal government encouraged this practice from the start. The Timber Culture Act passed in 1873, permitted homesteaders to claim an additional 160 acres of free land by planting trees on at least a quarter of it. Decades later, desperate to curb the Dust Bowl, President Franklin Roosevelt channeled roughly $14 million — mostly via emergency relief and the Works Progress Administration — to the Prairie States Forestry Project, resulting in nearly 19,000 miles of windbreaks throughout the Great Plains, many of them composed of Eastern redcedar.

Still today, the Department of Agriculture subsidizes the planting of redcedar for everything from windbreaks to wildlife habitat. State programs provide similar cost-share programs, and it’s from all of these plantings (and more) the spread — or the “encroachment,” as ecologists call it — generally begins.

In 2018, the rangeland ecologist Dirac Twidwell and his colleagues at the University of Nebraska began the Eastern Redcedar Science Literacy Project to catalog the fallout

Eastern redcedar can transform a thriving tallgrass prairie into a closed canopy woodland in just 40 years. In the process, critical biodiversity is evicted from the landscape. The majority of grassland bird species are no longer present where Eastern redcedar cover exceeds just 10 percent of land cover. Beyond 30 percent, most small mammals vanish, too. And as too many ranchers and other land managers can now attest, both forage production and plant diversity take a nosedive in the Green Glacier’s wake.

Allergies. Wildfires. Tick-borne disease. All of these problems climb while stream flow and groundwater recharge rates often decline. True, a juniper woodland sequesters more carbon. But the grassland it muscled out was a more reliable carbon sink, storing more than 90 percent of its capture underground, safe from wildfires that would send that carbon into the atmosphere. From virtually every angle — environmental or economic, livestock or literature, air quality or landscape aesthetics — the Green Glacier is a problem.

“The Great Plains biome is dying,” Dr. Twidwell said. “Losing grasslands at this scale is akin to losing tropical rainforests or coral reefs.”

for decades now, discussion about the Green Glacier has been largely relegated to the dusty confines of trade journals and agricultural conventions. Perhaps this is because the vast majority of our remaining grasslands are privately owned. Perhaps, as our forests burn and our levees break, there is little sympathy left for the livestock industry, responsible for roughly 15 percent of the world’s greenhouse gas emissions — never mind the many effects of tree encroachment that bleed far beyond the ranch.

If America wants to preserve what’s left of Cather’s spiritual homeland, something greater than what Dr. Twidwell calls “postage-stamp prairies,” then “the clock is ticking,”

The good news is that prescribed fire, where done repeatedly, has proved to effectively halt the Green Glacier’s spread. In fact, the Loess Canyons Rangeland Alliance, a group of neighboring landowners in southwestern Nebraska, is one of the first documented groups to halt the encroachment on a regional scale.

So extreme is inequality that the lowest-earning 50% of the world population – 4 billion people – account for as little as 12% of total emissions.

And those at the very bottom of the pile barely register at all. Mali’s per capita C02 emissions are about one-seventy-fifth of those in the US. Even if the lowest-earning third of the global population – more than 2.6 billion people – were to raise themselves above the $3.2-a-day poverty line, it would increase total emissions by a mere 5% – that is, one-third of the emissions of the richest 1%.

Half the world’s population, led by the top 10% of the income distribution – and, above all, by the global elite – drive a globe-spanning productive system that destabilises the environment for everyone

The worst effects are suffered by the poorest, and in the coming decades the impact will become progressively more extreme. And yet their poverty means they are virtually powerless to protect themselves.

This is the triple inequality that defines the climate global equation: the disparity in responsibility for producing the problem; the disparity in experiencing the impacts of the climate crisis; and the disparity in the available resources for mitigation and adaptation.

global heating will pose huge distributional problems. How will climate refugees be resettled? How will the economy adapt?

For fragile states such as Iraq, it may prove too much. The risk is that they will tip from just about coping into outright collapse, failing to provide water and the electricity for cooling – the bare essentials for survival in extreme heat

You might say, plus ça change. The poor suffer and the rich prosper. But the consequences of the climate triple inequality are radical and new

Rich countries have long traded on unequal terms with the poor. During the era of colonialism, they plundered raw materials and enslaved tens of millions. For two generations after decolonisation, economic growth largely bypassed what was then known as the third world.

As we run ever closer to the edge of the environmental envelope – the conditions within which our species can thrive – the development of the rich world systematically undercuts the conditions for survival of billions of people in the climate danger zone

The middle 40% of the world’s income distribution now account for 41% of global emissions, meaning they have achieved a considerable level of energy consumption. But this “global middle class”, concentrated above all in east Asia, crowds out the carbon budget remaining for those on the lowest incomes, and their growth inflicts irreversible damage on some of the poorest and most disempowered people in the world.

Since the 1980s, with the acceleration of China’s economic growth, the scope of development has dramatically widened.

They are not so much exploited or bypassed as victimised by the climactic effects of economic growth taking place elsewhere. This violent and indirect entanglement is new in its quality and scale

Violent and unequal relationships between groups usually involve some degree of interaction and can, as a result, be resisted. Workers can strike.

But arms-length ecological victimisation entails no such relationship and offers correspondingly fewer channels for resistance from within the system.

can we not hope for more constructive responses to the triple inequality?

This question is still what gives such huge importance to the global climate conferences such as Cop28, which starts on 30 November. They may seem like staid and ritualistic affairs, but it is in such venues that the lethal connection between oil, gas and coal production, rich-world consumption and the lethal risks facing those in the climate danger zone can be articulated in political form.

since then the resistance of US and European negotiators has hardened. As we approach Cop28, the organisation and the financing of the fund are yet

Such a fund is no solution to the problem of the triple inequality. For that we need a comprehensive energy transition and new models of truly inclusive and sustainable development

But a loss and damage fund does one essential thing. It recognises that the global climate crisis is no longer a problem of future development. We have entered the stage where the failure to urgently address the mounting crisis becomes an active process of victimisation. A victimisation that cries out, at least, for an admission of responsibility and adequate compensation.

Adam Tooze is a professor of history at Columbia University

"China has really been at the forefront of success in conversion of all vehicles to electric vehicles, especially buses," says Heather Thompson, chief executive officer of the Institute for Transportation and Development Policy (ITDP), a non-profit focusing on sustainable transport solutions. "The rest of the world is trying to do the same, but I think China is really out ahead."

At the time of China's 2001 entry into the World Trade Organisation, the international automotive industry was dominated by European, US and Japanese brands. These companies had spent decades perfecting internal combustion engine technology. To compete, Beijing decided to find a new track for its auto industry: making cars that did not use conventional engines.

That same year, the central government launched the so-called "863 plan" for EV research and development. There were numerous practical challenges, however, in the way of mass electrification. Not many manufacturers were making new energy vehicles, buyers were few and there was a lack of charging infrastructure in existence. The answer? Buses.

"The Chinese government adopted a very smart strategy," says Liu Daizong, ITDP's East Asia director. "They realised quite early on that they should drive [the EV industry] through electric buses," he notes, since their public service status meant Beijing "could have a strong hand on their electrification".

"Bus routes were fixed. This means when an electric bus finished a round, it could return to the depot to recharge," explains Xue Lulu, a mobility manager at the World Resources Institute (WRI) China. The typical daily mileage of a Chinese bus ­– 200km (120 miles) – was a realistic range for battery makers to meet.

The following year, the country began its large-scale rollout of new energy buses, with the "Ten Cities and Thousand Vehicles" programme. Over three years, the programme aimed to provide 10 cities with financial subsidies to promote 1,000 public-sector new energy vehicles in each, annually. Its goal was to have 10% new energy vehicles in the country by the end of 2012.

Strong policy support from both central and regional governments "gave manufacturers confidence in setting up production lines and stepping up research efforts," says Liu.

Together, these strong and consistent government signals encouraged Chinese manufacturers to expand their EV production capacity, bring down costs and improve their technologies. One such company was Build Your Dream, better known as BYD. The Shenzhen-based firm, the world's largest EV maker in 2022, ballooned its business a decade before by supplying electric buses and taxis for China's EV pilot cities.

"Back then, most buses used diesel, which was a main source of nitrogen oxides (NOx) emissions," says Xue, referring to the air pollution that smothered Beijing and other Chinese cities in the early 2010s. Yet in 2013, a new plan from central government cited tackling air pollution as one of the reasons for rolling out EVs.

This addition proved to be critical: it not only connected EV uptake with people's health, it also indirectly tied the e-bus campaign to local officials' political performance, as the central government would soon hand air-quality targets to all provinces.

The years 2013 and 2014 proved to be important for China's EV push. For the first time, the central government made EV purchase subsidies available to individual consumers, not just the public sector, opening the floodgate to private ownership. Additionally, it offered discounted electricity tariffs to bus operators to make sure the cost of running electric buses would be "significantly lower than" that of their oil or gas-powered equivalents.

The new economic push, plus local government's determination to battle air pollution, generated great enthusiasm for e-buses. By the end of 2015, the number of EV pilot cities rocketed from 25 to 88. In the same year, the central government set a target of 200,000 new energy buses on the road by 2020 and announced a plan to phase out its subsidies for fossil-fuel-powered buses.

To further stimulate the market, many cities devised various local policies on top of national incentives. For example, Shenzhen, a southern city with a population of more than 17 million, encouraged government agencies to work with private companies to create a full range of renting mechanisms for bus operators

Different cities' bus operators also designed different charging strategies. "Buses in Shenzhen had bigger batteries, so they normally charged overnight," says Xue, of WRI China. Between 2016 and 2020, Shanghai, another electric bus hub, subsidised the electricity e-buses used -- regardless of the hours of the day -- to give them more flexibility in charging.

Generous financial support did lead to problems. In 2016, an EV subsidy fraud shook China, with some bus operators found to have exaggerated the number of e-buses they had purchased. So that same year Beijing shifted its EV subsidy rules so bus operators could only receive financial support when a bus's mileage reached 30,000km (19,000 miles).

one year later, the government announced the so-called "dual-credit" policy. This allowed new energy vehicle makers to rake up credits which they could sell for cash to those needing to offset "negative credits" generated from making conventional cars.

it wasn't only China's buses that had benefitted.China's e-bus campaign helped create a big and stable market for its wider EV industry, brought down the costs and created economies of scale. In 2009, the year the e-bus campaign was rolled out, the total number of new energy vehicles sold stood at 2,300; by 2022, it was 6.9 million, analysis by Huang Zheng,

By 2022, the country had also built the world's largest EV charging network, with 1.8 million public charging stations – or two-thirds of the global total – and 3.4 million private equivalents. This means that on average, there is one charging pillar for every 2.5 of China's 13.1 million new energy vehicles.

Cold weather is a problem, too, as it can make a battery's charging time longer and its range shorter. The reason China has not achieved 100% electrification for its buses is its northern regions, which have harsh winters, says Xue.

To make e-buses truly "green", they should also be charged with renewable power, Wang says. But last year coal power still accounted for 58.4% of China's energy mix, according to the China Electricity Council, a trade body..

Globally, however, China is now in a league of its own in uptake of e-buses. By 2018, about 421,000 of the world's 425,000 electric buses were located in China; Europe had about 2,250 and the US owned around 300. A

But earlier this year, the European Commission announced a zero-emission target for all new city buses by 2030. And some countries are increasing their overall funding for the transition.

In 2020, the European Commission approved Germany's plan to double its aid for e-buses to €650m (£558m/$707m), then again in 2021 to €1.25 billion euros (£1.07m/$1.3bn). And the UK, which last year had the largest electric bus fleet in Europe with 2,226 pure electric and hybrid buses, has announced another £129m ($164m) to help bus operators buy zero-emissions fleets.

Countries have thus responded to China's manufacturing lead in divergent ways. "While the US has opted for a more competitive angle by fostering its own e-bus production, regions like Latin America are more open to trade with China due to a more friendly trading setup through [China's] Belt and Road Initiative,"

In order to avoid direct competition from Chinese manufacturers, the US has come up with a "school-bus strategy", says Liu. The Chinese don't make the iconic yellow vehicles, so this could ignite American e-bus manufacturing and create a local industry chain, he suggests. Backed by the US Environmental Protection Agency's $5bn (£3.9bn) Clean School Bus Programme, the national effort has so far committed to providing 5,982 buses.

In contrast, many Latin American cities, such as the Colombian capital of Bogota and the Chilean capital of Santiago, are greening their traditional bus sectors with the help of Chinese manufacturers, who are the largest providers to the region. In 2020, Chile became the country that had the most Chinese e-buses outside of China, and this year Santiago's public transport operator announced it has ordered 1,022 e-buses from Beijing-based Foton Motor, the biggest overseas deal the firm had received.

Chinese manufacturers are likely to receive a lot more orders from Chile and its neighbours in this decade. According to latest research by the global C40 Cities network, the number of electric buses in 32 Latin American cities is expected to increase by more than seven times by 2030, representing an investment opportunity of over $11.3bn (£8.9bn)

In June 2023, BloombergNEF forecast half of the world's buses to be entirely battery-powered by 2032, a decade ahead of cars. And by 2026, 36% and 24% of municipal bus sales in Europe and the US, respectively, are expected to be EVs as they begin to catch up with China

To meet the global climate goals set by the Paris Agreement, simply switching the world's existing bus fleets might not be enough. According to ITDP, the cumulative greenhouse gas emissions from urban passenger transport globally must stay below the equivalent of 66 gigatonnes CO2 between 2020 and 2050 for the world to meet the 1.5C temperature goal. This emissions limit will only be possible when the world not only adopts electric buses, but goes through a broader shift away from private transport

"We can't just focus on [replacing] the buses that exist, we need to actually get many, many more buses on the streets," Thompson adds. She and her team estimate that the world would need about 10 million more buses through 2030, and 46 million more buses cumulatively through 2050, to make public transport good enough to have a shot at achieving the Paris Agreement. And all those buses will need to be electric.

In China therefore, even though EVs are being sold faster than ever, its central government has instructed cities to encourage public transport use, as well as walking and riding bikes.

In Wang's hometown, meanwhile, which has just over three million residents, the local government has gone one step further and made all bus rides free. All citizens need to do is to swipe an app, with no charge, to get onto the bus. "My aunt loves taking buses now," says Wang. "She says it is so convenient."

The mayor’s proposal, sent to residents in the Highlands community May 25 under Purzycki’s personal letterhead and address, attempts to strike a compromise to ensure the mansion is rehabilitated while reducing the project’s impact on the community.

“When the mayor says this should be taken off the owner’s hands, I applaud him for that,” said Michael Melloy, a Forty Acres resident who grew up in the Highlands. “But the city of Wilmington is in no position to manage a high-end historic mansion and garden.”

Melloy and others continue to press for the state to enforce the conservation easement – which requires the current owners to stabilize and secure the mansion at their expense – and consider taking ownership of the property as it has done with other historical sites in Delaware.

Purzycki told Delaware Online/The News Journal during a recent phone interview that the bond bill funding request would go toward rehabilitating the mansion, not the owners, per his latest proposal.Melloy argues in a draft letter that while the state funds wouldn't go directly to the owners, "the effect is the same: the owners’ financial responsibility is absolved and transferred to all Delaware taxpayers."The developer did not return calls requesting comment.

That pursuit would mean lawsuits and potentially years of red tape that would stall any progress in rehabbing Gibraltar, the mayor said.Melloy contends city departments have neither the historic preservation nor the horticultural experience to own and maintain Gibraltar and the accompanying gardens. The Wilmington resident points to a lack of code enforcement at the property over the years, and the recent condemnation of several buildings on North Adams Street as examples of the city’s failure to maintain properties in general.HISTORIC NEGLECT:Wilmington landlord of condemned apartments has long history of property neglect

As for the state or a nonprofit taking ownership of the historic estate, Purzycki said the state isn’t interested and noted that Preservation Delaware – a nonprofit – previously owned Gibraltar “and that didn’t work out, did it?”Got a tip? Contact Amanda Fries at afries@delawareonline.com, or by calling 302-598-5507. Follow her on Twitter at @mandy_fries.

Not that long ago most Americans in both parties believed that colleges had a positive effect on the United States. Since the rise of Trumpism, however, Republicans have turned very negative. Recent polling shows an overwhelming majority of Republicans agreeing that both college professors and high schools are trying to “teach liberal propaganda.”

Did America’s colleges — which a large majority of Republicans considered to have a positive influence as recently as 2015 — suddenly become centers of left-wing indoctrination? Did the same thing happen to high schools, run by local boards, across the nation?

What happened was that MAGA politicians began peddling scare stories about education — notably, denouncing high schools for teaching critical race theory, even though they don’t. And right-wingers also greatly expanded their definition of what counts as “liberal propaganda.”

Thus, when one points out that schools don’t actually teach critical race theory, the response tends to be that while they may not use the term, they do teach students that racism was long a major force in America, and its effects linger to this day.

once that’s your mind-set, you see left-wing indoctrination happening everywhere, not just in history and the social sciences

I don’t know how you teach our nation’s history honestly without mentioning these facts — but in the eyes of a substantial number of voters, teaching uncomfortable facts is indeed a form of liberal propaganda.

If a biology class explains the theory of evolution, and why almost all scientists accept it — or, for that matter, the theory of how vaccines work — well, that’s liberal propaganda.

If a physics class explains how greenhouse gas emissions can change the climate — well, that’s more liberal propaganda.

so a large segment of the population — the segment DeSantis is courting — has become hostile to higher education as a whole.

it’s a familiar fact that U.S. politics is increasingly polarized along educational lines, with the highly educated supporting Democrats and the less-educated supporting Republicans. This polarization is often portrayed as a symptom of Democratic failure — why can’t the party win over working-class white voters

it’s equally valid to ask how Republicans have managed to alienate educated voters who might benefit from tax cuts. And the party’s growing hostility to education is surely part of the answer.

In any case, one sad thing is that this turn against education is taking place precisely at a time when highly educated workers are becoming ever more crucial to the economy.

For now, the important thing to understand is that people like DeSantis are attacking education, not because it teaches liberal propaganda, but because it fails to sustain the ignorance they want to preserve.

Others point to driving’s high cost. Car insurance has skyrocketed in price in recent years, increasing nearly 14 percent between 2022 and 2023. (The average American now spends around 3 percent of their yearly income on car insurance.) Used and new car prices have also soared in the last few years, thanks to a combination of supply chain disruptions and high inflation.

E-scooters, e-bikes and ride-sharing also provide Gen Zers options that weren’t available to earlier generations. (Half of ride-sharing users are between the ages of 18 and 29, according to a poll from 2019.) And Gen Zers have the ability to do things online — hang out with friends, take classes, play games — which used to be available only in person.

Whether this shift will last depends on whether Gen Z is acting out of inherent preferences, or simply postponing key life milestones that often spur car purchases. Getting married, having children, or moving out of urban centers are all changes that encourage (or, depending on your view of the U.S. public transit system, force) people to drive more.

In 1997, 43 percent of 16-year-olds and 62 percent of 17-year-olds had driver’s licenses. In 2020, those numbers had fallen to 25 percent and 45 percent.

Millennials went through a similar phase. Around a decade ago, many newspaper articles and research papers noted that the millennial generation — often defined as those born between 1981 and 1996 — were shunning cars. The trend was so pronounced that some researchers dubbed millennials the “go-nowhere” generation.

The average number of vehicle miles driven by young people dropped 24 percent between 2001 and 2009, according to a report from the Frontier Group and the U.S. Public Interest Research Group. And at the same time, vehicle miles traveled per person in the United States — which had been climbing for more than 50 years — began to plateau.

adult millennials continue to drive around 8 percent less every day than members of Generation X and baby boomers. As millennials have grown up, got married and had kids, the distance they travel in cars has increased — but they haven’t fully closed the gap with previous generations.

data has shown that U.S. car culture isn’t as strong as it once was. “Up through the baby boom generation, every generation drove more than the last,” Dutzik said. Forecasters expected that trend to continue, with driving continuing to skyrocket well into the 2030s. “But what we saw with millennials, I think very clearly, is that trend stopped,”

If Gen Zers continue to eschew driving, it could have significant effects on the country’s carbon emissions. Transportation is the largest source of CO2 emissions in the United States. There are roughly 66 million members of Gen Z living in the United States. If each one drove just 10 percent less than the national average — that is, driving 972 miles less every year — that would save 25.6 million metric tons of carbon dioxide from spewing into the atmosphere. That’s the equivalent to the annual emissions of more than six coal-fired power plants.

Analysts have said European countries can quickly reduce gas dependence with energy efficiency measures and ramping up renewable energy investments, which are already in line with Europe’s ambition to stop pumping additional greenhouse gases into the atmosphere by midcentury

The conflict in Ukraine could fast-track some of that. It could also lead to what Lisa Fischer, who follows energy policy at E3G, a research group, called “a tectonic shift” — using renewables, rather than ample gas storage, to achieve energy security.

The President’s centerpiece legislative agenda, which he had called the Build Back Better act, is dead. Democrats still hope to pass approximately $500 billion of clean energy tax incentives that had been part of the package, but opportunities to do so are waning

The United States, for its part, has ramped up exports of L.N.G. to Europe to counter the decline in Russian piped gas. By the end of this year, the United States is poised to have the world’s largest L.N.G. export capacity.

White House officials said Mr. Biden wove climate change and clean energy throughout his speech. He noted that Ford and GM are investing billions of dollars to build electric vehicles, creating millions of manufacturing jobs in the United States. He also noted that funding from the infrastructure package will build a national network of 500,000 electric vehicle charging stations.

“Energy is a key weapon within this fight, and if there were far less dependency on gas there would be a different set of plays.”

If that investment does not come through and the Supreme Court also restricts the administration’s ability to regulate emission, Mr. Biden’s goal of cutting United States emissions roughly in half compared with 2005 levels could be essentially unattainable.

Even if climate wasn’t the stated focus of Mr. Biden’s Tuesday address, administration officials said that Russia’s war against Ukraine has not pushed climate change off the agenda. They noted that Mr. Biden has made climate change an emphasis in virtually every federal agency, and has moved ahead with major clean energy deployments including a record-breaking offshore wind auction last week that brought in more than $4 billion.

The largest previous assessment of methane emissions from oil and gas in the United States, published in 2018, reviewed studies covering about 1,000 well sites, a tiny fraction of the more than one million active wells in the country. The new study, by contrast, used aerial data to examine nearly 27,000 sites from above: more than 90 percent of all wells in the New Mexico portion of the Permian Basin, which also extends into Texas.

estimated about a decade ago that the break-even point — the point above which natural gas would actually hurt the climate more than coal — was a 3.1 percent methane leakage rate. Based on more recent data from the Intergovernmental Panel on Climate Change, Dr. Howarth estimates that the threshold is closer to 2.8 or 2.9 percent.That makes the 9.4 percent leakage rate in the new study highly alarming,

Methane can be released by wells both on purpose, in a process known as venting, and through unintentional leaks from aging or faulty equipment.

Natural gas accounts for about a third of American energy consumption, and because it is less costly than coal in terms of carbon dioxide emissions, many policymakers have promoted it as a “bridge” that could do less damage to the climate while society works on a longer-term transition to renewable energy. But compared to coal, natural gas results in much higher emissions of methane, which is a more potent greenhouse gas than carbon dioxide, but doesn’t last as long in the atmosphere.

They found that a small number of wells and pipelines accounted for “the vast majority” of methane leaks, Ms. Chen said, adding, “Comprehensive point source surveys find more high-consequence emission events, which drive total emissions.”

If there was good news in the study, it was that a small number of oil and gas sites contributed disproportionately to emissions — suggesting that, if the worst offenders change their practices, it is possible for the industry to operate more cleanly.

The Stanford researchers emphasized that the same methodology they used to quantify methane emissions could be used to identify problem sites and target regulations accordingly.“Aerial technology found high methane emissions,” Ms. Chen said, “but can also help fix them cost effectively.”

modern economies are far more flexible, far more able to cope with change, than some vested interests would have us believe.

For as long as I can remember, fossil-fuel lobbyists and their political supporters have insisted that any attempt to reduce greenhouse gas emissions would be disastrous for jobs and economic growth.

what we’re seeing now is Europe making an energy transition under the worst possible circumstances — sudden, unexpected and drastic — and handling it pretty well. This suggests that a gradual, planned green energy transition would be far easier than pessimists imagine.

“We’re not going to recycle our way out of this,” Mr. Weiss of ClientEarth said.

Environmental groups also say that recycling has not proved effective at the scale necessary: Only 9 percent of all plastics ever made have been recycled, according to the United Nations, with most of the rest ending up in landfills and dumps.

The company said that it reduced its plastic consumption by 12 percent from 2018 to 2021, and that it has committed to use only reusable, recyclable or compostable plastic packaging by 2025. But Danone is not on track to reach that target, according to a report by the Ellen MacArthur Foundation, which set up a voluntary program with the United Nations for big companies to address plastic pollution.

To sue Danone, the environmental groups have relied on the so-called duty of vigilance law, a groundbreaking piece of legislation that France passed in 2017. It requires large companies to take effective measures to identify and prevent human rights violations and environmental damages throughout their chain of activity.

The French duty of vigilance law, the first of its kind in Europe, has since inspired similar legislation in Germany and the Netherlands, as well as a proposed European Union directive.

There is nothing like a duty of vigilance law in the United States. The Break Free From Plastic Pollution Act, which would require plastic producers to finance waste and recycling programs, and ban single-use plastic bags and the exporting of plastic waste to developing countries, is currently in committee.

“It’s often about streamlining existing practices,” said Pauline Barraud de Lagerie, a sociologist at University Paris Dauphine who published a book on corporate responsibility. She added that by suing companies, “N.G.O.s are trying to somehow bring back an obligation of result.”So far, around 15 legal cases based on the French law have been reported. Half of them have gone to court and are still awaiting judgment, which could take years.

The lawsuit is part of a wider trend of climate litigation that has gained momentum in recent years, expanding the climate fight beyond traditional demonstrations and civil disobedience initiatives.

The number of climate change lawsuits globally has more than doubled from 2017 to 2022, from about 900 to more than 2,000 ongoing or concluded cases, according to data from the Grantham Research Institute and the Sabin Center for Climate Change Law.

tern praised Joe Biden for “an extraordinarily good first term”, including the Inflation Reduction Act, which he called “far and away the most significant climate legislation ever in the US, and it’s quite powerful”.

Leaders who claimed to be grownups by saying the pace of action had to be slowed had to be honest about the alternatives, he said. Just as political leaders took swift action to prevent the spread of Covid-19 in 2020, so must they confront the consequences of slowing climate action now.

“He will try to reverse whatever he can in terms of domestic policy [on climate action],” he warned. “I don’t think anybody else is going to pull out of Paris because of Trump, but it’s highly disruptive to what can happen internationally, because the US is a very big, very important player. So [without the US] you don’t move as fast.”

Stern called for stronger demonstration from civil society of support for climate action. “What we need, broadly, is normative change, a shift in hearts and minds that demonstrates to political leaders that their political future depends on taking strong, unequivocal action to protect our world,” he said.

“Normative change may seem at first blush like a weak reed to carry into battle against the defenders of the status quo, but norms can move mountains. They are about a sense of what is right, what is acceptable, what is important, what we expect and what we demand.”

In fact, the news from Wall Street lately has mostly been about retreat from climate goals, rather than recommitment. Banks and asset managers are withdrawing from international climate alliances and chafing at their rules. Regional banks are stepping up lending to fossil fuel producers. Sustainable investment funds have sustained crippling outflows, and many have collapsed.

In some cases, it’s a classic prisoner’s dilemma: If firms collectively shift to cleaner energy, a cooler climate benefits everyone more in the future

in the short term, each firm has an individual incentive to cash in on fossil fuels, making the transition much harder to achieve.

when it comes to avoiding climate damage to their own operations, the financial industry is genuinely struggling to comprehend what a warming future will mean.

A global compact of financial institutions made commitments worth $130 trillion to try to bring down emissions, confident that governments would create a regulatory and financial infrastructure to make those investments profitable. And in 2022, the Inflation Reduction Act passed.

What about the risk that climate change poses to the financial industry’s own investments, through more powerful hurricanes, heat waves that knock out power grids, wildfires that wipe out towns?

“If we think about what is going to be the best way to tilt your portfolios in the direction to benefit, it’s really difficult to do,”

“These will probably be great investments over 20 years, but when we’re judged over one to three years, it’s a little more challenging for us.”

Some firms cater to institutional clients, like public employee pension funds, that want combating climate change to be part of their investment strategy and are willing to take a short-term hit. But they aren’t a majority

And over the past couple of years, many banks and asset managers have shrunk from anything with a climate label for fear of losing business from states that frown on such concerns.

On top of that, the war in Ukraine scrambled the financial case for backing a rapid energy transition. Artificial intelligence and the movement toward greater electrification are adding demand for power, and renewables haven’t kept up

All of that is about the relative appeal of investments that would slow climate change

If you bought some of the largest solar-energy exchange-traded funds in early 2023, you would have lost about 20 percent of your money, while the rest of the stock market soared.

There is evidence that banks and investors price in some physical risk, but also that much of it still lurks, unheeded.

“I’m very, very worried about this, because insurance markets are this opaque weak link,” Dr. Sastry said. “There are parallels to some of the complex linkages that happened in 2008, where there is a weak and unregulated market that spills over to the banking system.”

Regulators worry that failing to understand those ripple effects could not just put a single bank in trouble but even become a contagion that would undermine the financial system.

But while the European Central Bank has made climate risk a consideration in its policy and oversight, the Federal Reserve has resisted taking a more active role, despite indications that extreme weather is feeding inflation and that high interest rates are slowing the transition to clean energy.

“The argument has been, ‘Unless we can convincingly show it’s part of our mandate, Congress should deal with it, it’s none of our business,’”

a much nearer-term uncertainty looms: the outcome of the U.S. election, which could determine whether further action is taken to address climate concerns or existing efforts are rolled back. An aggressive climate strategy might not fare as well during a second Trump administration, so it may seem wise to wait and see how it shakes out.

big companies are hesitating on climate-sensitive investments as November approaches, but says that “two things are misguided and quite dangerous about that hypothesis.”

One: States like California are establishing stricter rules for carbon-related financial disclosures and may step it up further if Republicans win

And two: Europe is phasing in a “carbon border adjustment mechanism,” which will punish polluting companies that want to do business there.

at the moment, even European financial institutions feel pressure from the United States, which — while providing some of the most generous subsidies so far for renewable-energy investment — has not imposed a price on carbon.

The global insurance company Allianz has set out a plan to align its investments in a way that would prevent warming above 1.5 degrees Celsius by the end of the century, if everyone else did the same. But it’s difficult to steer a portfolio to climate-friendly assets while other funds take on polluting companies and reap short-term profits for impatient clients.

“This is the main challenge for an asset manager, to really bring the customer along,” said Markus Zimmer, an Allianz economist. Asset managers don’t have sufficient tools on their own to move money out of polluting investments and into clean ones, if they want to stay in business,

“Of course it helps if the financial industry is somehow ambitious, but you cannot really substitute the lack of actions by policymakers,”

According to new research, the benefit is greater when decarbonization occurs faster, because the risks of extreme damage mount as time goes on. But without a uniform set of rules, someone is bound to scoop up the immediate profits, disadvantaging those that don’t — and the longer-term outcome is adverse for all.